Vaporizing unit for internalcombustion engines



Jan. 9, 1951 c, REYMERT 2,537,705

VAPORIZING-UNIT FOR INTERNAL-COMBUSTION ENGINES Filed April 28, 1947 2 Sheets-Sheet l &

INVENTOR.

620424.55 4. f5 YMEET ATTD RN EYE Jan, 9, 1951 c, REYMERT 2, 537,705

VAPORIZING UNIT FOR INTERNAL-COMBUSTION ENGINES Filed April 28, 1947 2 Sheets-Sheet 2 gym/10 INVENTOR.

ATTD RN EYE Patented Jan. 9, 1951 VAPORIZI'NG'UNIT FGR INTERN-AL- EO'MBUSEPION ES Qharles N Beymert, Pittsburgh, 12a.

Application April '28, 1947, Serial No. 744,410

1 Claim. 1

My present invention relates generally to internal combustion engines, :and more specifically to an improved vaporizing :unit for internal combustion engines which provides for ignition or :burrfing of rpm-heated, vaporized, and highly compressed fuel charges that maybe injected into the combustion chambers of the multi-cylinders of this type :of engine. The vaporizing and injecting amit may :be :operated by power firom an extension of the crank shaft of the engine that isserved'zby the -.unit, :or -in=o'ther suitable manner, to supply the preheated :vapor to the engine cylinders eat a temperature higher :in degree than sign'ition temperature of the :fuel charges, :Eor increasing the :efficiency of the internal combustion engine.

Fuel oil is commonly used in internal com-bustion engines @of the Diesel or heavy marine type but :because f the :high pressure required to ignite the :fuel it :is not successfully used in motor vehicle :engmes. With this thought in mind this invention contemplates a fuel -.cha-rg-ing unit for internal combustion engines which includes an air compressor into which iuel is injected and a charging chamber into which the fuel and air is discharged 'from the compressor and in addition a comparatively smaller compressor which further compresses the mixture in the charging chamber :and also maintains a substantially constant pressure therein. The main fuel charge is injected .into the charging chamber and the air compressor and also the auxiliary compressor are actuated by a small crank shaft associated with or connected to the crank shaft of an engine in combination with which the charging unit is used.

The invention consists in certain novel features of construction and combinations and arrangements of parts in the ignition unit, as will hereinafter be described, and more specifically set forthin the appended claim.

.In the accompanying drawings I have illustrated in complete example of a physical embodiment of'myrinvention wherein the parts are combined and arranged in accord with one mode I have devised. for the practical application of the principles of my invention. It will however be understood that changes and alterations are contemplated and may be made in these exemplifying drawings and mechanical structures within the scope of my claim without departing from the principles of my invention.

Figure 1 is a vertical longitudinal sectional view of the fuel-charging unit of my invention, with some parts in elevation.

Figure 2 is a longitudinal sectional'view attline 2'2 ofFlg. 1.

"Figure .3 is an enlarged perspective view :partly broilfen away of the high pressure valve of th um Figure 4 is a view in side elevation at the :base of the unit, as at line 4-4 of Fig. 1 showing the operating shaft or crank shaft in section.

"In the external vaporizing and preheating a1) pliance in which my invention is embodied the fuel mixture is heated with compressed :air by meansof acompresson-and a compression pump is utilized for supplying the preheated and pori-zed iuelmixture to the multi-cy-linders-of the internal combustion engine. For this purpose and in carrying out my inventioni employ a unitary appliance closely associated with the engine to he served that includes a hollow base 1 tothe bottom of which an oil pan 2 is'bolted,'to form-an interior oil "reservoir which may be supplied with fuel oil through a suitable 'inlet 'port 3 and pipe, as indicated in Figs. "2 and 4.

For operating the unit a horizontally disposed crank shaft '4 is 'journaled :in bearings 5, '5 located between the base and'the oil pan, and the shaft is provided with an exterior gear B that "may be driven from a suitable source of power, or "by transmission mechanism from the engine that tolbe charged with the fuel mixture.

The base l is provided with an integral upper housing .1 that is formed with a comparatively large compressionchamber or cylinder 8, and an upright parallel pump cylinder or chamber 9 of smaller diameter and capacity; the housing being provided with usual exterior air-cooling fins in to assist in holding-down the heat .in the housing.

The cylinder 8 forms part of a compressor, and a reciprocating compression piston I l operatively enclosed therein is activated .from the crankshaft 4 through itsstem 12 that is Journaled in bearing, I:3nnthe crankshaf1t.

:A'iil' for compression in the compression -cylin-' der vis :admitted to its upper &end1upon :dow'n' stroke of the piston through an inlet port M in the head of the cylinder 8, to which port an air supply pipe I5 is connected; and an air valve I6 is adapted to close the port during the upward compression stroke of the piston I.

For resiliently retaining the air inlet valve in closed position, a weak spring I! is enclosed in a valve casing. l8 mounted on the inlet end of V the air supply pipe, and the spring is coiled about the valve stem l9 and interposed between a head on the stem and the base of the casing, to lift the valve for closing its port.

Fuel oil is supplied to the chamber 8 of the compressor through an injector in the upper end of the interior of the compressor cylinder by means of an upright reciprocating pump mounted on the top of the hollow base and in communication with a suitable oil supply through a pipe ill. The reciprocating pump 20 is operated from the crank shaft 4 by means of a cam device 21 on the shaft and the plunger-stem 22 forming partof the pumping mechanism, and the outlet pipe 23 from the pump 20 terminates in an atomizing injector nozzle 26 mounted in the upper head of the compression cylinder to spray or atomize the oil in the upper endof the compression chamber.

On the up or working stroke of the compressor piston II the previously admitted charges of air and atomized oil are compressed into vapor and preheated to an ignition temperature, and then the vapor is forced from the compressor chamber through an outlet port 25 in the upper head of the compression cylinder. This port is closed by a heavy duty or high capacity cup valve 26 that is seated in the port and enclosed within a casing 21" that is mounted in the top Wall of an outlet chamber 28 that communicates with both the compressor cylinder and the pump cylinder. A strong spring as is mounted in the valve casing and in the cup valve for holding. the valve 26 in the closed position until the maximum compression is attained in the cylinder 8, at which time the compressed vapor in the compression chainber is forced through the port 25 into the outlet chamber 28 as the valve 26 is lifted.

The main fuel charge is injected into this preheated and highly compressed vapor in the outlet chamber 23 which forms a charging chamber with an auxiliary compressor or second reciprocating fuel pump that includes the upright pump cylinder 30 with its interior piston or plunger 31 that is actuated through the connecting rod or stem 32 from the cam device 33 on the crank shaft. The pump 33 is provided with an inlet connection El through which fuel is supplied thereto. The outlet pipe 3 3 of the pump 39 terminates in an injector nozzle 35 that is mounted in -the top wall of the outlet chamber 28 for atomizing the oil into the outlet chamber, where it is commi ngle'd with the preheated and highly compressed vapor from the compressor.

, The fuel in the charging chamber 28 is further compressed and maintained at a. substantially constant temperature by means of the pump plunger or piston 31 which reciprocates in; the pump cylinder 9, and this ejecting pump is reciprocated from the crank shaft through its connecting rod 38 having a bearing on the shaft at '39.

' The reciprocating movementsof the compressor piston II and the pump piston 31 are timed so that the outlet valve 26 is closed durin the upstroke or Working stroke of the pump piston 31; and the injection of oil through the nozzles 4 24 and 35 is also timed with relation to the compressor and the pump for atomizing the 011 in the compressor cylinder and the pump cylinder.

The charging chamber 28 is connected by the pipe 36 to the cylinders of an engine associated with the charging unit and the fuel, being at a pressure higher than that required for ignition passes to the engine cylinders in a slowly burning state.

Inasmuch as the preheated fuel mixture forced through the charge forming pipe 36 has attained a higher degree than its ignition temperature, when such vapor is injected into the combustion chamber of the engine cylinder where it is mixed with additional air it detonates to impart an explosive impulse to the engine piston.

This highly heated and compressed fuel mixture insures more rapid combustion in the engine cylinders, and decreases the intensity of the accompanying detonations, with increased efliciency of the engine.

Having thus fully described my invention, What I claim as new and desire to secure by Letters Patent is:

A fuel charging unit for internal combustion engines comprising a cylinder block havinga.- compression cylinder and a pump cylinder therein, pistons in said cylinders, a crank-shaft'positioned in a plane through the axes of the cylinders journaled in the cylinder block and positioned below the ends of the cylinders, an oil pan mounted on the cylinder block and extendedbelow the crank shaft, saidcompression cylinder having an inlet opening and also an outlet opening in the head thereof, valves in said openings in the head of the cylinder, springs urging the said valves to the closed positions, an air connection extended from said inlet opening, said cylinder block having a charging chamber therein coin-' municating With the outlet opening of'the compression cylinder and also communicating with and an outlet connection extended from the said charging chamber.

CHARLES N. REYl /LERT.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,866,725 Rayfield July 12, 1932 1,921,895 'Taurisano Aug/8, 1933' 2,160,309

Huffman May 30, 1939 

